Trator of wilhelm bandel



(No Model.) 4 Sheets-Sheet 1.

W. BANDEL, Decd.

J. L. NORRIS, Administrator.

OAR BRAKE. No. 326,883. Patented Sept. 22, 1885.

MV PETERS. Phnko-Lllhognbbar, Wishingiom D. c.

(No Model.) 4 Sheets-Sheet 2. W. BANDEL, Deod.

J. L. NORRIS, Administrator. GAR BRAKE. No. 326,888. Patented Sept. 22, 1885.

lizvenl'or WQZZwZmZunJEZJw-d 33 u PETERS. mo-Lnm m, Washington, 0. c.

(No Model.) 4 Sheets-Sheet 3.

W. BANDEL, Deod.

J. L. Nomus, Administrator. GAR BRAKE.

No. 326,?83. Patented Sept. 22, 188E.

W-Z'Zzaeaaea.

- fu-lfenzor l I Wilfielmjafidel.&rd %mr (No Model.) 4 Sheets-Sheet 4.

W. BANDEL, Deod.

J L NORRIS, Admlmstrator GAR BRAKE.

No. 326,883. Patented Sept. 22, 1885.

Inw2@?ar 2 mlezmzaruzeldecd y wlmr N. PETERS, Phm-umo n hur, Washington. 0. C.

UNiTen STATES PATENT OFFICE.

JAMES L. NORRIS, OF \VASHINGTON, DISTRICT OF COLUMBIA, (ADMINIS- TRATOR OF IVILHELM BANDEL, DEOEASED,) ASSIGNOR TO THE HEBER- LEIN SELF-AOTIN G RAILWVAY BRAKE COMPANY, (LIMITED,) OF LONDON,

ENGLAND.

CAR-BRAKE.

SPECIFICATION forming part of Letters-Patent No. 326,883, dated September 22, 1885.

Application filed July 15,1885. (No model.) Patented in England August 14, 1879, No. 3,282, and April 12, 1881, No. 1,601; in Germany September 21, 1870, No.10,418, and Apn'l 13, 1881, No.17,890; in France February 9, 1880, No. 134, 960; in Italy March 31, 1880, XIV, 11,637. and in Austria-Hungary August 6, 1880, No. 15,480, and No. 2,322.

To aZZ whom, it may concern.-

Be it known that \VILLIAM BANDEL, late a subject of the Emperor of Austria, and a resident of Bregenz,Austria-Hungary, (deceased,) did invent certain new and useful Improvements in Continuous Automatic Brakes for Railway-Trains, (for which patents have been obtained in Great Britain, No. 3,282, dated August 14,1879, and No.1, 60 l,datedApril 12, 1881; in France, dated February 9, 1880, N 0. 134,966; in Italy, dated March 31, 1880, in Vol. XIV, No. 11,637; in Austria- Hungary, dated August 6, 1880, Nos. 15,480 and 2,322; in Germany, dated September 21, 1879, No. 10,418, and April 13, 1881, No. 17,890,) of which the following is a specification.

This invention relates to brakes for railwaytrains of the kind known as the Heberlein Brake, and has for its obj ectimproved means of rendering such a brake continuous throughout a train and automatic in its action.

In order that the value of this invention may be more clearly understood, I will, in the first place, describe briefly the construction and action of the Heberlein brake apparatus to which this invention applies. In this apparatus a drum is fixed on one of the running axles of a brake-earriage, and near it there is suspended a swing-frame carrying another drum, whichmay be termed a friction-drum. On the axis of the friction-drum there is a barrel having a chain extending from it to the brakelevers. \Vhile the train is running, the friction-drum is held away from the axledrum, but when the brakes are required to be put on, the swing-frame carrying the friction-drum is permitted to move in obedience to its own weight, or is caused by a weight or spring to move so that the friction-drum is brought against the axle-drum, and is caused to revolve by its frictional contact therewith. The chain is thus wound upon the barrel of the friction-drum, so as to pull the brake-levers and put on the brakes. For taking off the brakes the swing-frame carrying the friction-drum is drawn back, and the frictiondrum being thus removed from contact with the axle-drum is free to revolve in the opposite direction, unwinding the chain from its barrel as the brakes are taken off by counterweights or springs. There being several sets of this apparatus throughout a train, the swing-frames, carrying their friction-drums, are all connected to one cord, which extends throughout the train to a winch on the 1000- motive. The engine-driver, in order to start the train, winds up this cord, thereby withdrawing all the friction-drums from contact with their respective axle-drums and so taking off the brakes. WVhen at any time he slacks out the cord, he thereby allows all the frictiondrums to comein contact with their respective axle-drums,a1id so causes the brakes to be put on. A guard in one of the brake-carriages may, however, put 011 his own brake, and may slack out the cord, so as to cause all the other brakes to be put 011. Moreover, if the cord should break owing to separation of the train or other accident, then all the swing-frames beinglet loose, all the brakes are automatically put on.

Such being the general character of the Heberlein brake apparatus as it is now used, I will describe the improved construction of its parts, which is the object of this invention, referring to the accompanying drawings, which give general views of the brake apparatus, and detailed views of its parts in their improved form, as I proceed to explain.

Figure 1 is a side view, and Fig. 2 a plan showing the improved arrangement of the friction-drum gear.

a is the axle-drum, and b is the frictiondruni, which is mounted on an axle between two side levers, e e, that constitute the swingframe suspended from the under framing of the carriage by brackets h h. Both the axledrum a and the friction-drum I) are made with two bearing-fianges, one on each side of the middle,which is in each case of smaller diameter. This middle part of the friction-drum b constitutes the barrel, on which is wound the chain f. This chain passes over a guide-roller, c, and is attached to the brakerod g,

which may extend horizontally to an arm on the brake-shaft, or which may be linked to such arm below, as indicated at 9, according to the particular arrangement of the brakeshaft or levers. The chain f, as is seen in Fig. 2, winds on the barrel in two branches, and in order that the successive convolutions may clear each other, the links of each branch are set step by step toward one side, so that each convolution takes a helical form on the barrel. In order to produce this effect links are made thicker at one side than the other, the difference of thickness being proportioned to the length of the link, so that the departure by steps from the straight line due to the number of link-lengths in one convolution amounts to somewhat more than the full width of the eh ai n.

The swing-frame e is connected by the adjustable rod t to a vertical rod and cord, as will presently be described, for taking off the brakes by withdrawing b from contact with a, or for putting on the brakes by allowing 1) to come in contact with and to be driven by a in either direction so as to wind on the chain f. It will be seen that by making a and I) with their two bearing-flanges and the chain f with its two branches, the strain of the apparatus is rendered central and direct. v

When considerable braking-power is re-' quired as, for example, for applying the brakes to two or three pairs of wheels, or when the brake-levers have a short stroke, requiring a great strain-the apparatus is modilied in the manner shown in side view at Fig. 3, in end view at Fig. 4, and in plan at Fig. 5. In this case the lovers 6 e, constituting the swing-frame for the friction-drum b, are bent, and carry at their bend an axle for a pulley, c, which has attached to it a barrel of smaller diameter. The chain f,which is made single, but has its successive links sidewise stepped, as already described, is wound on the barrel of the drum 1), its successive convolutions clearing each other laterally, and it is thus wound off the pulley c, causing it to revolve and to wind on its barrel the chain 9, which is connected to the brake-rod g.

Fig. 6 shows in side View the locomotive having brake apparatus of the kind described with reference to Figs. 1 and 2. This is thrown into or out of action by the drivers handle 9, which is connected by a rod to a bent lever, 0, having its short arm linked to the rod t of the swing-frame. Fig. 6 also shows the tender, and Fig. 7 shows one carriage and part of another of the train, which are to be understood as beingcoupled up to the locomotive and tender shown in Fig. 6.

The tender and the carriages have brake apparatus of the kind described with reference to Figs. 3, 4, and 5. These, as well as the other brakes of the train, are all taken out of action by winding up the continuous cord r, which is led over guide-pulleys along the train, or they are thrown into action by slacking out the cord r. 1

The tightening or slacking of the cord is cured in position by a setting-screw.

effected by a winch, n, the construction of which is shown to an enlarged scale in longitudinal section at Fig. 8, in front view at Fig. 9, andin back view at Fig. 10. It consists of a framing, ,A, which is locked against the face of the boiler or other convenient-part of the locomotive, and which has bearings for a spindle, B, that can be turned by a winch-handle, G. On the spindle B is cut a screw-thread, fitting an internal thread in the boss of a ratchet-wheel, D, with which a spring-pawl, E, engages. The ratchet-wheel I) has a conical flange fitting a coned seat in the side of a barrel, F, which has a part, F, of smaller diameter, separated by a flange having on its periphery notches F, through which the cord r can be passed. A helical spring, B, surrounding the spindle B and inclosed within the boss of the ratchet-wheel D, butts against that boss and against a washer secured by lock-nuts on the end of the spindle B. The barrel F F is free to revolve on the spindle B, being retained longitudinally thereon between a coned roller, B and a ring-collar, B se- When the spindle B is turned by the handle 0 in the one direction to wind on the cord 1", then by the action of the screw-thread on the spindle the barrel F is forced onto the cone of the ratchet-wheel, and the pawl E prevents the latter from turning backward. The slack of the cord r being wound on the larger part, F, of the barrel, the operator can, by drawing a bight of the cord through one of the notches F, cause the further winding of the cord, when the strain of the brake apparatus comes upon it, to be taken on the smaller part, F, of the barrel until all the brakes are taken off, in which condition the apparatus remains while the train is running. Should the operator desire to put on the brakes, he has only to turn the handle 0 a little backward, whereby he separates the conical surfaces of D and F, and the barrel being thus left free to revolve the cord unwinds itself, causing the brakes to be put on.

In order to relieve the engine-driver of the labor of winding up the cord r by means of the winch n, worked by hand, and to obtain greater rapidity in taking off the brakes, a small steam-winch may be employed, of the kind shown by the vertical section, Fig. 10. In this arrangement the spindle B ofthe winchbarrel has on it a pinion gearing with a rack, G, on the'rod of the piston H, which works in a long cylinder, K, of small diameter. The engine-driver can by opening a cook or valve admit steam to the bottom of the cylinder K, and the piston H and its rack G being thus propelled the spindle B of the winch is caused to revolve, winding up the cord r, and so taking off the brakes. A buffer-spring, h, is provided to dcaden the blow of the piston when it makes its stroke. When the steam is discharged from the cylinder, the piston H descends, turning the spindle B backward, but not the winch-barrel, which is then unelutehed from the spindle, as described above with reference to Fig. 8. The barrel is then held by the friction of a divided brake-ring, L, which can be pressed against the interior of a cavity in the winch-wheel by means of a crank lever, M. WVhen the driver desires to put on the brakes, he moves this lever downward toward the position shown in Fig. 10", and he thereby releases the winch, allowing the cord r to unwind itself more or less rapidly, according as he more or less relieves the friction of L. He can thus regulate the rapidity with which the brakes are applied throughout the train.

The connections of the cord 1" to the brake apparatus are of two ,kinds, one shown in Fig. 6 as applied to the tender-brakes and in Fig. 7 applied to the left-hand carriage, and partly shown to an enlarged scale at Fig. 12; the other shown in Fig. 7 applied to the righthand carriage, and partly shown to an enlarged scale in Fig. 11.

In the former case there are two pulleys, Z Z, and the cord passes over the one and under the other. One of the pulleys, Znamely, that over which the cord passesis mounted on a bracket attached to the vehicle. The other pulley, Z, is mounted on the end of a lever, 8, which is pivoted to the center of the former pulley. From an intermediate point in the leversa rod, 70, extending downward, is linked to a bent lever, 0, the short arm of which is linked by the rod t to the swing-frame e, which carries the friction-drum b. \Vhen the cord r is drawn in, the movable pulley Z is drawn upward, raising the lever s and the rod is, and thus by a strain on the rod 2' withdrawing the friction-drum b from the axle-drum a. WVhen,

' on the other hand, the cord 0 is slacked, the

pulley Z and lever s descend along with the rod k, permitting the friction-drum b to bear against the axle-drum a.

For the purpose of releasing the brakes and keeping them released when the carriages are disconnected, the rod k can be fitted up by a handle, 70, and a hook projecting from this handle can be engaged with a ring, 70', pivoted on the vehicle. NVhen the train is made up, and the cord 0' connected throughout it, the tightening of the cord by slightly raising the rods k allows the rings k" to disengage themselves and drop away from the hooks. In the other form of connection, which per mits of local application of the brakes, and which is shown more fully at Fig. 11, the cord 1' passes over one of two pulleys 10, under a pulley, q, and over the other of the two pulleys p. The pulley q is mounted in the fork of a socket, Q, in the lower socket part of which the rod k is free to slide. The rod 7c has its handle and hook to engage with the drop-ring 70 and it has at its upper end a slot to receive a hook, m, which is hinged to the fork. This connection being situated in the guards van,the guard can work the brakes 6 5 in the following manner: When the van is detached from the train, he can, by means of the handle 70, raise the rod is, taking off the brakes, and hook it to the ring 7c, so as to keep them oft. When the train is coupled 70 up, and the cord 1' connected throughout 1t, then, the hook at being inserted in its slot, the tightening of the cord 1' releases the-ring 7a", which falls back, leaving the rod in suspended by the cord 1-. By sufficient slacken- 7 5 ing of the cord 1', operated from any part of the train, the rod 7c can be permitted to descend,so as to put on the brakes. The guard, however, can effect this locally by withdrawing the hook m, allowing Jr to descend, and at the same time slacking the cord r, and th1s slacking permits the rods k at other parts of the train to descend, and thus causes the brakes to be applied throughout the train.

NVhat is claimed as the invention of the said WILHELM BANDEL is-- 1. In Heberlein-brake gear, the combination of the double-flanged axle-drum a and friction-drun1 b, and the barrel of the latter with the double-branched chain f, each branch having its links set step by step toward one side, the guide-roller e, and the swing-frame e e, substantially as described.

2. In Heberlein-brake gear, the combination of the axle-drum a, swing-frame levers e e, the friction-drum Z), chain f, with links set step by step toward one side, pulley e, and its barrel and chain 9, substantially as described.

3. In continuous Heberlein-brake appara- I00 tus, worked by a cord, the combination of the cord 0', the two pulleys Z Z,the lever s, and rod 70, with its handle 70 and hook and drop-ring is, substantially as described.

4. In continuous Heberlein-brake apparatus, worked by a cord, the combination of the cord 1-, pulleys p and q, forked socket Q, with hook m, the rod 76 and its handle k, with hook and drop-ring k substantially as described.

In testimony whereofIhave signed my name I 10 to this specification before two subscribing witnesses.

JAMES L. NORRIS, Administrator of the estate of Wilhelm Bandel,

deceased.

WVitnesses:

J. A. RUTHERFORD, J os. L. COOMBS. 

